Source: Cycle World
Triumph’s 2024 Tiger 900 models get more power. (Triumph Motorcycles/)Triumph’s Tiger 900s—as well as the 800 models before it—have been that “other” middleweight in the adventure-bike world. They do all things that an ADV should do: Covering distance with ease while handling off-road excursions without worry. Triumph says it has sold 45,000 Tiger 900s since its 2019 introduction. Yet, BMW and KTM have received the lion’s share of press, rider attention, and sales success in the US. After two days of testing the 2024 Tiger 900 GT Pro and Rally Pro, that may be about to change.The Tiger 900 has something going for it that no other middleweight ADV does: the sweet, sweet growl of a “T-plane” triple. For 2024, Triumph has cranked up that three-cylinder’s claimed horsepower output by 13 percent. This means the Tiger has gone from one of the least powerful in the class to the most powerful. Triumph also cut weight ever slightly, further improving the power-to-weight ratio. Other cuts include two models from the lineup—now just three: Tiger 900 GT, GT Pro, and Rally Pro.Triump’s Tiger 900 GT Pro ( $16,895). (Triumph Motorcycles/)Is this enough to push it to the front of mind? As I diced with six-time motocross/supercross champ and Triumph ambassador Jeff Stanton on the Tiger 900 Rally Pro on Spanish mountain fire roads, that newfound power mixed with the do-it-all chassis had all of my attention. Cut! Thrust! Slide! Wheelie! Repeat. No one should fall asleep on this ADV machine.Tiger 900 Engine and ElectronicsAll three Tiger 900 models share features and architecture, most notably the engine. In 2019, Triumph came out with its T-plane crank that produces a more “V-twin” like torque delivery and sound with long rpm legs like an inline-four. Despite the character, it was down on power to its twin-powered competition. It isn’t anymore. A new cylinder head gets larger intake ports along with revised exhaust ports, higher-lift intake and exhaust cams, and 15mm-longer intake trumpets. While new pistons increase the compression ratio from 11.3:1 to 13.0:1, the key focus is letting the 888cc triple breathe. Triumph removed one catalyzer from the exhaust system, reducing heat and weight along with opening up the path for exhaust gases.Related: 2024 Triumph Tiger 900 Aragón Editions First LookThe Tiger 900’s T-plane crank triple now has 106.5 hp—that’s 13 percent more than in 2023. (Triumph Motorcycles/)All of this gets Triumph to that 13 percent increase in horsepower. Triumph now claims a peak output of 106.5 hp—the outgoing model had 93.7. That’s top-of-class horsepower. Torque has increased by 2.2 lb.-ft. to 66.4. Horsepower closely follows the previous model until 7,000 rpm and then it just keeps building to its 9,500-rpm peak. Even with the added go, Hinckley says that emissions have been reduced by 9 percent while fuel economy gets a 9 percent bump. Valve inspection interval has now gone from 12,000 to 18,000 miles.A new 7.1-inch TFT display lifted from the Tiger 1200 is bright and beautiful. The interface for Bluetooth functions such as calls and audio as well as adjusting modes, traction control, and ABS through Triumph’s slick switch cube on the left side of the handlebar is intuitive and easy to use. Mode selection also has its own button, and there are four in total to choose from on the GT: Sport, Road, Rain, Off-Road. The GT Pro gets an additional User mode, and the Rally Pro goes one more with a Off-Road Pro mode.A 7.1-inch TFT dash is bright and easy to read in any lighting conditions. (Triumph Motorcycles/)Sport mode delivers the full force of the Tigers’ newfound horsepower with a quick and snappy throttle response. The lean-sensitive traction control kicks in only when you ask too much of the rear tire—though it does allow for a little bit of slip or squirm before it imperceptibly helps you out. Road mode is still stout in character without the aggression of Sport, with the traction control keeping everything in a line. Rain mutes everything for total control in slippery conditions. Off-Road lets the rear wheel loose for both sliding in the dirt as well as moving forward in softer terrain. The Rally Pro’s Off-Road Pro shuts the TC off completely—a handy feature in sand or mud. User mode lets you set up throttle response, TC, and ABS. When keyed off, the Tiger reverts from the User and Off-Road modes to a road mode unless you confirm those modes on start-up with a two-button push sequence. As you spend time with the Tiger off-road, those two presses become nearly automatic.A press of two buttons reinstates all settings from before the bike was shut off. (Triumph Motorcycles/)The ride modes are also tied to the ABS settings. In Sport and Road, the Continental MK MIB Evo brake control module links the front 320mm rotors squeezed by four-piston Brembo Stylema Monoblocks to the rear 255mm disc and single-piston Brembo caliper. An overzealous stab at the front lever or rear pedal results in a strong yet metered braking response that keeps the wheels in line and skid free. Off-Road unlinks the brakes and turns off the rear ABS, while in Off-Road Pro the ABS is shut off completely; this is the most important reason to memorize that two-button dance on start-up while riding off-road—you’ll only forget once after trying to slow down a 503-pound ADV on a high-speed dirt road with road ABS.Brembo four-piston Stylema calipers clamp 320mm dual front discs on the GT Pro and Rally Pro. (Triumph Motorcycles/)While Triumph says engine power is only slightly enhanced below 7,000 rpm, it is livelier with noticeably more low-end grunt. Then as you cross into the upper rev range, the engine continues to pull strongly to just before the 10,000-rpm redline. The previous model just flattened out on top. That top-end rush is so much more satisfying and useful, especially on tighter roads that used to require a shift up between the bends to maximize the drive. Now, just wring it out; there’s less dancing on the precise up-and-down quickshifter.Tiger 900 GT Pro and Rally Pro Chassis and SuspensionWhile the engine is shared between all three Tiger 900 models, the GT and Rally models get different suspension, wheels, tires, and frames—all of which gives the GTs and Rally Pro very different handling and capability. Up front, the GT and GT Pro share a 45mm Marzocchi fork that moves through 7.1 inches (180mm) of travel and is adjustable for compression and rebound damping. At the back of the GT, a Marzocchi monoshock is manually adjustable for preload and rebound; the GT Pro gets electronic adjustment of preload and rebound with presets for passenger and load configurations but can be adjusted in the menu to your liking as well. Both GTs have 6.7 inches (170mm) of travel at the rear. Wheels are cast aluminum units in a 19-inch front and 17-inch rear wrapped with Metzeler Tourance Next tires that are meant for on-road performance. Rake is 24.6 degrees with 4 inches of trail.Front suspension on the Tiger 900 Rally Pro is adjustable for preload, compression, and rebound. (Triumph Motorcycles/)On the Rally Pro, rake is slightly steeper at 24.4 degrees with more trail at 4.6 inches. Wheels are tubeless spoked units with Bridgestone Battlax Adventure tires in 21/17-inch sizing. Suspension is by Showa with a 45mm fork that is adjustable for preload, compression, and rebound with 9.4 inches (240mm) of travel. At the back, a fully adjustable monoshock delivers 9.1 inches (230mm) of travel. All adjustments are manual. This raises the seat height to a minimum seat height of 33.9 inches (34.7 in the high position) over the 32.2/33.1 inches of the GT and GT Pro.Triumph Tiger 900 GT Pro on the RoadThe first day of our testing was on wonderfully twisting asphalt above the coastal Spanish city of Malaga on the GT Pro and Rally Pro, most of our time was on GT Pro as we were most interested in ascertaining the touring and sporting capabilities of this road-biased model. The day was cold (40–55 degrees Fahrenheit) and the roads were less than pristine with dust and dirt.Right out of the gate, the GT Pro did not supply the road-holding confidence I was expecting from a “GT” ADV model. Heavy handling with some resistance to tip-in followed by a lack of feedback on the side of the tire immediately raised questions. Was the preload set wrong at the rear, was the compression damping off on the front, was it the tires? Throughout the day, with setting change after setting change I struggled with connection to the pavement. Worse, the GT Pro pushed wide when finishing a corner with any sort of throttle. A switch to the Rally Pro proved that it turns in easily with excellent feedback and connection to the pavement, allowing for a quicker and more comfortable pace.Although handling improved greatly after adjustment, the Tiger 900 GT Pro has a heavy feel, especially when compared to the Rally Pro. (Triumph Motorcycles/)Relaying my feedback to Triumph’s mechanics and engineers resulted in a bike check over and test ride. They returned with a corrected setting that was just a tick off my final setting with less preload and less rebound damping. Turn-in was lighter with more composure, and feedback had improved greatly, but still not to the level of the Rally Pro. Let’s call it an eight out of 10. There is too much sensitivity to changes on the GT Pro. Just one step of adjustment in preload and rebound radically changes the GT Pro’s handling; big changes should only be realized after larger adjustments, not moves that would normally be seen as fine-tuning.On the throttle and leaving a corner, the GT Pro wants to push wide. (Triumph Motorcycles/)Suspension action itself is well damped for street duty without any harshness while providing excellent front-to-rear balance during acceleration and braking. Even big bumps won’t upset the GT Pro, both on straightaways and corners. Settings are well suited for sport-touring and crushing miles.Tiger 900 Rally On and Off-roadWhile there is some disappointment in the GT Pro’s road manners, the Rally Pro absolutely shines on the street. Snappy reaction to inputs with excellent traction and feedback seems counterintuitive to a off-road-ready model with chunkier tires and a 21-inch front wheel, but it excels not only on cut-and-trust hairpins but is rock solid and composed in high-speed sweepers. Midcorner line changes are quick and drama free. This is what the GT Pro should be.Despite longer suspension travel and a 21-inch front tire, the Tiger 900 Rally Pro is excellent on the street. (Triumph Motorcycles/)Off-road, the Tiger 900 Rally Pro is just as connected and rock solid. Off-road mode is excellent for fire road shredding with its dirt-specific front ABS confidently slowing the bike without the front wheel completely locking; not once was there a need to completely remove ABS from the front tire for fire roads and two-track. During our very limited time at Triumph Adventure Experience Spain’s off-road training area, Off-Road Pro mode was the ticket, allowing for ultimate braking control on its single-track and small MX-style obstacles.Jumping the Tiger 900 Rally Pro will find the limits of the Showa fully adjustable suspension. (Triumph Motorcycles/)Right out of the box, suspension settings are dialed in for chunky fire road blasting, sucking up chop and holes without deflection or harshness. Both ends roll over all but the biggest rocks straight and true. Airing out the Rally Pro does find the limits of its 9-plus inches of travel, but even when the end of the travel is reached, the bike remains in control. It’s not the most aggressive ADV in the dirt, but its abilities are at a high level within the class.The Tiger 900 Rally Pro is a fire road slayer. (Triumph Motorcycles/)Comfort and ErgonomicsBoth the GT Pro and Rally Pro dish out plenty of comfort with comfortable seats with a slim profile in the front and more width and support at the rear. Seat-to-footpeg space is a little cramped in the seat’s low position for my 31-inseam and motocross boot combo; however, the extra three-quarters of an inch in the high position is just right. Reach to the bars on the GT is comfortable and relaxed. While the wider and farther set back (15mm) bars of the Rally Pro offer more leverage, when standing the 15mm setback is a bit cramped for aggressive dirt duty—a small complaint on an otherwise fantastic cockpit. Wind protection from the easy-to-adjust windscreen is quite good for my 5-foot-10 frame, adjusting through 2 inches in five positions.Wider bars on the Rally Pro give plenty of leverage to muscle it around off-road. (Triumph Motorcycles/)ConclusionTriumph’s Tiger 900 GT Pro and Rally Pro set a new standard for Hinckley’s middleweight adventure motorcycles. Powered by one of the most engaging engines in the class, both machines now stand toe-to-toe with the competition when the throttle is whacked wide open. The refinement, fit and finish, and overall solid feel are undeniable, and the updated bodywork is modern and clean.Triumph’s Tiger 900 Rally Pro is the clear winner in the brand’s middleweight ADV lineup. (Triumph Motorcycles/)While the GT Pro doesn’t fully live up to the promise of its updated chassis and engine, the Rally Pro is a stunner, nearly negating the need for the GT and GT Pro if you can deal with the taller seat height and no electronic shock adjustment. Triumph doesn’t want its Tiger 900 to be a “well-kept secret” but Tiger 900 Rally Pro owners will nod to the ADV world’s bandwagon chasers and give a sly smile, for they know how good it can get. You should look into joining the club, initiation is $17,395.2024 Triumph Tiger 900 Rally Pro ($17,395). (Triumph Motorcycles/)2024 Triumph Tiger 900 GT Pro Specs
MSRP:
$16,895
Engine:
DOHC, liquid-cooled, inline 3-cylinder; 12 valves
Displacement:
888cc
Bore x Stroke:
78.0 x 61.9mm
Compression Ratio:
13.0:1
Transmission/Final Drive:
6-speed/chain
Claimed Horsepower:
106.5 hp @ 9,500 rpm
Claimed Torque:
66.4 lb.-ft. @ 6,850 rpm
Fuel System:
Multipoint sequential electronic fuel injection w/ electronic throttle control
Clutch:
Wet, multiplate slip/assist
Frame:
Tubular steel trellis; bolt-on aluminum rear subframe
Front Suspension:
Marzocchi 45mm USD fork, compression and rebound damping adjustable; 7.1 in travel
Rear Suspension:
Marzocchi RSU, electronic spring preload and rebound damping adjustable; 6.7 in. travel
Front Brake:
Brembo Stylema 4-piston Monoblock calipers, twin 320mm floating discs w/ Optimized Cornering ABS
Rear Brake:
1-piston sliding caliper, 255mm disc w/ Optimized Cornering ABS
Wheels, Front/Rear:
Cast aluminum; 19 x 2.5 in./17 x 4.25 in.
Tires, Front/Rear:
Metzeler Tourance Next; 100/90-19 / 150/70R-17
Rake/Trail:
24.6°/4.0 in.
Wheelbase:
61.3 in.
Seat Height:
32.2/33.1 in.
Fuel Capacity:
5.3 gal.
Claimed Wet Weight:
489 lb.
2024 Triumph Tiger 900 Rally Pro Specs
MSRP:
$17,395
Engine:
DOHC, liquid-cooled, inline 3-cylinder; 12 valves
Displacement:
888cc
Bore x Stroke:
78.0 x 61.9mm
Compression Ratio:
13.0:1
Transmission/Final Drive:
6-speed/chain
Claimed Horsepower:
106.5 hp @ 9,500 rpm
Claimed Torque:
66.4 lb.-ft. @ 6,850 rpm
Fuel System:
Multipoint sequential electronic fuel injection w/ electronic throttle control
Clutch:
Wet, multiplate slip/assist
Frame:
Tubular steel trellis; bolt-on aluminum rear subframe
Front Suspension:
Showa 45mm USD fork, compression damping, rebound damping, and spring preload adjustable; 9.4 in. travel
Rear Suspension:
Showa RSU, spring preload and rebound damping adjustable; 9.1 in. travel
Front Brake:
Brembo Stylema 4-piston Monoblock calipers, twin 320mm floating discs w/ Optimized Cornering ABS
Rear Brake:
1-piston sliding caliper, 255mm disc w/ Optimized Cornering ABS
Wheels, Front/Rear:
Spoked tubeless; 21 x 2.15 in./17 x 4.25 in.
Tires, Front/Rear:
Bridgestone Battlax Adventure; 90/90-21 / 150/70R-17
Rake/Trail:
24.4°/4.6 in.
Wheelbase:
61.1 in
Seat Height:
33.9/34.7 in.
Fuel Capacity:
5.3 gal.
Claimed Wet Weight:
503 lb.
Contract:
triumphmotorcycles.com
Off-road ABS is well calibrated for fire road surfaces. (Triumph Motorcycles/)GearboxHelmet: Arai VX-Pro4Jacket: Alpinestars TechduraPants: Alpinestars TechduraGloves: Alpinestars TechduraBoots: Alpinestars Tech 11″}]]
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Triumph’s 2024 Tiger 900 models get more power. (Triumph Motorcycles/)
Triumph’s Tiger 900s—as well as the 800 models before it—have been that “other” middleweight in the adventure-bike world. They do all things that an ADV should do: Covering distance with ease while handling off-road excursions without worry. Triumph says it has sold 45,000 Tiger 900s since its 2019 introduction. Yet, BMW and KTM have received the lion’s share of press, rider attention, and sales success in the US. After two days of testing the 2024 Tiger 900 GT Pro and Rally Pro, that may be about to change.
The Tiger 900 has something going for it that no other middleweight ADV does: the sweet, sweet growl of a “T-plane” triple. For 2024, Triumph has cranked up that three-cylinder’s claimed horsepower output by 13 percent. This means the Tiger has gone from one of the least powerful in the class to the most powerful. Triumph also cut weight ever slightly, further improving the power-to-weight ratio. Other cuts include two models from the lineup—now just three: Tiger 900 GT, GT Pro, and Rally Pro.
Triump’s Tiger 900 GT Pro ( $16,895). (Triumph Motorcycles/)
Is this enough to push it to the front of mind? As I diced with six-time motocross/supercross champ and Triumph ambassador Jeff Stanton on the Tiger 900 Rally Pro on Spanish mountain fire roads, that newfound power mixed with the do-it-all chassis had all of my attention. Cut! Thrust! Slide! Wheelie! Repeat. No one should fall asleep on this ADV machine.
Tiger 900 Engine and Electronics
All three Tiger 900 models share features and architecture, most notably the engine. In 2019, Triumph came out with its T-plane crank that produces a more “V-twin” like torque delivery and sound with long rpm legs like an inline-four. Despite the character, it was down on power to its twin-powered competition. It isn’t anymore. A new cylinder head gets larger intake ports along with revised exhaust ports, higher-lift intake and exhaust cams, and 15mm-longer intake trumpets. While new pistons increase the compression ratio from 11.3:1 to 13.0:1, the key focus is letting the 888cc triple breathe. Triumph removed one catalyzer from the exhaust system, reducing heat and weight along with opening up the path for exhaust gases.
Related: 2024 Triumph Tiger 900 Aragón Editions First Look
The Tiger 900’s T-plane crank triple now has 106.5 hp—that’s 13 percent more than in 2023. (Triumph Motorcycles/)
All of this gets Triumph to that 13 percent increase in horsepower. Triumph now claims a peak output of 106.5 hp—the outgoing model had 93.7. That’s top-of-class horsepower. Torque has increased by 2.2 lb.-ft. to 66.4. Horsepower closely follows the previous model until 7,000 rpm and then it just keeps building to its 9,500-rpm peak. Even with the added go, Hinckley says that emissions have been reduced by 9 percent while fuel economy gets a 9 percent bump. Valve inspection interval has now gone from 12,000 to 18,000 miles.
A new 7.1-inch TFT display lifted from the Tiger 1200 is bright and beautiful. The interface for Bluetooth functions such as calls and audio as well as adjusting modes, traction control, and ABS through Triumph’s slick switch cube on the left side of the handlebar is intuitive and easy to use. Mode selection also has its own button, and there are four in total to choose from on the GT: Sport, Road, Rain, Off-Road. The GT Pro gets an additional User mode, and the Rally Pro goes one more with a Off-Road Pro mode.
A 7.1-inch TFT dash is bright and easy to read in any lighting conditions. (Triumph Motorcycles/)
Sport mode delivers the full force of the Tigers’ newfound horsepower with a quick and snappy throttle response. The lean-sensitive traction control kicks in only when you ask too much of the rear tire—though it does allow for a little bit of slip or squirm before it imperceptibly helps you out. Road mode is still stout in character without the aggression of Sport, with the traction control keeping everything in a line. Rain mutes everything for total control in slippery conditions. Off-Road lets the rear wheel loose for both sliding in the dirt as well as moving forward in softer terrain. The Rally Pro’s Off-Road Pro shuts the TC off completely—a handy feature in sand or mud. User mode lets you set up throttle response, TC, and ABS. When keyed off, the Tiger reverts from the User and Off-Road modes to a road mode unless you confirm those modes on start-up with a two-button push sequence. As you spend time with the Tiger off-road, those two presses become nearly automatic.
A press of two buttons reinstates all settings from before the bike was shut off. (Triumph Motorcycles/)
The ride modes are also tied to the ABS settings. In Sport and Road, the Continental MK MIB Evo brake control module links the front 320mm rotors squeezed by four-piston Brembo Stylema Monoblocks to the rear 255mm disc and single-piston Brembo caliper. An overzealous stab at the front lever or rear pedal results in a strong yet metered braking response that keeps the wheels in line and skid free. Off-Road unlinks the brakes and turns off the rear ABS, while in Off-Road Pro the ABS is shut off completely; this is the most important reason to memorize that two-button dance on start-up while riding off-road—you’ll only forget once after trying to slow down a 503-pound ADV on a high-speed dirt road with road ABS.
Brembo four-piston Stylema calipers clamp 320mm dual front discs on the GT Pro and Rally Pro. (Triumph Motorcycles/)
While Triumph says engine power is only slightly enhanced below 7,000 rpm, it is livelier with noticeably more low-end grunt. Then as you cross into the upper rev range, the engine continues to pull strongly to just before the 10,000-rpm redline. The previous model just flattened out on top. That top-end rush is so much more satisfying and useful, especially on tighter roads that used to require a shift up between the bends to maximize the drive. Now, just wring it out; there’s less dancing on the precise up-and-down quickshifter.
Tiger 900 GT Pro and Rally Pro Chassis and Suspension
While the engine is shared between all three Tiger 900 models, the GT and Rally models get different suspension, wheels, tires, and frames—all of which gives the GTs and Rally Pro very different handling and capability. Up front, the GT and GT Pro share a 45mm Marzocchi fork that moves through 7.1 inches (180mm) of travel and is adjustable for compression and rebound damping. At the back of the GT, a Marzocchi monoshock is manually adjustable for preload and rebound; the GT Pro gets electronic adjustment of preload and rebound with presets for passenger and load configurations but can be adjusted in the menu to your liking as well. Both GTs have 6.7 inches (170mm) of travel at the rear. Wheels are cast aluminum units in a 19-inch front and 17-inch rear wrapped with Metzeler Tourance Next tires that are meant for on-road performance. Rake is 24.6 degrees with 4 inches of trail.
Front suspension on the Tiger 900 Rally Pro is adjustable for preload, compression, and rebound. (Triumph Motorcycles/)
On the Rally Pro, rake is slightly steeper at 24.4 degrees with more trail at 4.6 inches. Wheels are tubeless spoked units with Bridgestone Battlax Adventure tires in 21/17-inch sizing. Suspension is by Showa with a 45mm fork that is adjustable for preload, compression, and rebound with 9.4 inches (240mm) of travel. At the back, a fully adjustable monoshock delivers 9.1 inches (230mm) of travel. All adjustments are manual. This raises the seat height to a minimum seat height of 33.9 inches (34.7 in the high position) over the 32.2/33.1 inches of the GT and GT Pro.
Triumph Tiger 900 GT Pro on the Road
The first day of our testing was on wonderfully twisting asphalt above the coastal Spanish city of Malaga on the GT Pro and Rally Pro, most of our time was on GT Pro as we were most interested in ascertaining the touring and sporting capabilities of this road-biased model. The day was cold (40–55 degrees Fahrenheit) and the roads were less than pristine with dust and dirt.
Right out of the gate, the GT Pro did not supply the road-holding confidence I was expecting from a “GT” ADV model. Heavy handling with some resistance to tip-in followed by a lack of feedback on the side of the tire immediately raised questions. Was the preload set wrong at the rear, was the compression damping off on the front, was it the tires? Throughout the day, with setting change after setting change I struggled with connection to the pavement. Worse, the GT Pro pushed wide when finishing a corner with any sort of throttle. A switch to the Rally Pro proved that it turns in easily with excellent feedback and connection to the pavement, allowing for a quicker and more comfortable pace.
Although handling improved greatly after adjustment, the Tiger 900 GT Pro has a heavy feel, especially when compared to the Rally Pro. (Triumph Motorcycles/)
Relaying my feedback to Triumph’s mechanics and engineers resulted in a bike check over and test ride. They returned with a corrected setting that was just a tick off my final setting with less preload and less rebound damping. Turn-in was lighter with more composure, and feedback had improved greatly, but still not to the level of the Rally Pro. Let’s call it an eight out of 10. There is too much sensitivity to changes on the GT Pro. Just one step of adjustment in preload and rebound radically changes the GT Pro’s handling; big changes should only be realized after larger adjustments, not moves that would normally be seen as fine-tuning.
On the throttle and leaving a corner, the GT Pro wants to push wide. (Triumph Motorcycles/)
Suspension action itself is well damped for street duty without any harshness while providing excellent front-to-rear balance during acceleration and braking. Even big bumps won’t upset the GT Pro, both on straightaways and corners. Settings are well suited for sport-touring and crushing miles.
Tiger 900 Rally On and Off-road
While there is some disappointment in the GT Pro’s road manners, the Rally Pro absolutely shines on the street. Snappy reaction to inputs with excellent traction and feedback seems counterintuitive to a off-road-ready model with chunkier tires and a 21-inch front wheel, but it excels not only on cut-and-trust hairpins but is rock solid and composed in high-speed sweepers. Midcorner line changes are quick and drama free. This is what the GT Pro should be.
Despite longer suspension travel and a 21-inch front tire, the Tiger 900 Rally Pro is excellent on the street. (Triumph Motorcycles/)
Off-road, the Tiger 900 Rally Pro is just as connected and rock solid. Off-road mode is excellent for fire road shredding with its dirt-specific front ABS confidently slowing the bike without the front wheel completely locking; not once was there a need to completely remove ABS from the front tire for fire roads and two-track. During our very limited time at Triumph Adventure Experience Spain’s off-road training area, Off-Road Pro mode was the ticket, allowing for ultimate braking control on its single-track and small MX-style obstacles.
Jumping the Tiger 900 Rally Pro will find the limits of the Showa fully adjustable suspension. (Triumph Motorcycles/)
Right out of the box, suspension settings are dialed in for chunky fire road blasting, sucking up chop and holes without deflection or harshness. Both ends roll over all but the biggest rocks straight and true. Airing out the Rally Pro does find the limits of its 9-plus inches of travel, but even when the end of the travel is reached, the bike remains in control. It’s not the most aggressive ADV in the dirt, but its abilities are at a high level within the class.
The Tiger 900 Rally Pro is a fire road slayer. (Triumph Motorcycles/)
Comfort and Ergonomics
Both the GT Pro and Rally Pro dish out plenty of comfort with comfortable seats with a slim profile in the front and more width and support at the rear. Seat-to-footpeg space is a little cramped in the seat’s low position for my 31-inseam and motocross boot combo; however, the extra three-quarters of an inch in the high position is just right. Reach to the bars on the GT is comfortable and relaxed. While the wider and farther set back (15mm) bars of the Rally Pro offer more leverage, when standing the 15mm setback is a bit cramped for aggressive dirt duty—a small complaint on an otherwise fantastic cockpit. Wind protection from the easy-to-adjust windscreen is quite good for my 5-foot-10 frame, adjusting through 2 inches in five positions.
Wider bars on the Rally Pro give plenty of leverage to muscle it around off-road. (Triumph Motorcycles/)
Conclusion
Triumph’s Tiger 900 GT Pro and Rally Pro set a new standard for Hinckley’s middleweight adventure motorcycles. Powered by one of the most engaging engines in the class, both machines now stand toe-to-toe with the competition when the throttle is whacked wide open. The refinement, fit and finish, and overall solid feel are undeniable, and the updated bodywork is modern and clean.
Triumph’s Tiger 900 Rally Pro is the clear winner in the brand’s middleweight ADV lineup. (Triumph Motorcycles/)
While the GT Pro doesn’t fully live up to the promise of its updated chassis and engine, the Rally Pro is a stunner, nearly negating the need for the GT and GT Pro if you can deal with the taller seat height and no electronic shock adjustment. Triumph doesn’t want its Tiger 900 to be a “well-kept secret” but Tiger 900 Rally Pro owners will nod to the ADV world’s bandwagon chasers and give a sly smile, for they know how good it can get. You should look into joining the club, initiation is $17,395.
2024 Triumph Tiger 900 Rally Pro ($17,395). (Triumph Motorcycles/)
2024 Triumph Tiger 900 GT Pro Specs
MSRP:
$16,895
Engine:
DOHC, liquid-cooled, inline 3-cylinder; 12 valves
Displacement:
888cc
Bore x Stroke:
78.0 x 61.9mm
Compression Ratio:
13.0:1
Transmission/Final Drive:
6-speed/chain
Claimed Horsepower:
106.5 hp @ 9,500 rpm
Claimed Torque:
66.4 lb.-ft. @ 6,850 rpm
Fuel System:
Multipoint sequential electronic fuel injection w/ electronic throttle control
Clutch:
Wet, multiplate slip/assist
Frame:
Tubular steel trellis; bolt-on aluminum rear subframe
Front Suspension:
Marzocchi 45mm USD fork, compression and rebound damping adjustable; 7.1 in travel
Rear Suspension:
Marzocchi RSU, electronic spring preload and rebound damping adjustable; 6.7 in. travel
Front Brake:
Brembo Stylema 4-piston Monoblock calipers, twin 320mm floating discs w/ Optimized Cornering ABS
Rear Brake:
1-piston sliding caliper, 255mm disc w/ Optimized Cornering ABS
Wheels, Front/Rear:
Cast aluminum; 19 x 2.5 in./17 x 4.25 in.
Tires, Front/Rear:
Metzeler Tourance Next; 100/90-19 / 150/70R-17
Rake/Trail:
24.6°/4.0 in.
Wheelbase:
61.3 in.
Seat Height:
32.2/33.1 in.
Fuel Capacity:
5.3 gal.
Claimed Wet Weight:
489 lb.
2024 Triumph Tiger 900 Rally Pro Specs
MSRP:
$17,395
Engine:
DOHC, liquid-cooled, inline 3-cylinder; 12 valves
Displacement:
888cc
Bore x Stroke:
78.0 x 61.9mm
Compression Ratio:
13.0:1
Transmission/Final Drive:
6-speed/chain
Claimed Horsepower:
106.5 hp @ 9,500 rpm
Claimed Torque:
66.4 lb.-ft. @ 6,850 rpm
Fuel System:
Multipoint sequential electronic fuel injection w/ electronic throttle control
Clutch:
Wet, multiplate slip/assist
Frame:
Tubular steel trellis; bolt-on aluminum rear subframe
Front Suspension:
Showa 45mm USD fork, compression damping, rebound damping, and spring preload adjustable; 9.4 in. travel
Rear Suspension:
Showa RSU, spring preload and rebound damping adjustable; 9.1 in. travel
Front Brake:
Brembo Stylema 4-piston Monoblock calipers, twin 320mm floating discs w/ Optimized Cornering ABS
Rear Brake:
1-piston sliding caliper, 255mm disc w/ Optimized Cornering ABS
Wheels, Front/Rear:
Spoked tubeless; 21 x 2.15 in./17 x 4.25 in.
Tires, Front/Rear:
Bridgestone Battlax Adventure; 90/90-21 / 150/70R-17
Rake/Trail:
24.4°/4.6 in.
Wheelbase:
61.1 in
Seat Height:
33.9/34.7 in.
Fuel Capacity:
5.3 gal.
Claimed Wet Weight:
503 lb.
Contract:
triumphmotorcycles.com
Off-road ABS is well calibrated for fire road surfaces. (Triumph Motorcycles/)
Gearbox
Helmet: Arai VX-Pro4
Jacket: Alpinestars Techdura
Pants: Alpinestars Techdura
Gloves: Alpinestars Techdura
Boots: Alpinestars Tech 11
“}]]
